The present invention relates to a heat engine provided with an improved system for varying compression ratio. The invention has a particularly advantageous, but not exclusive, application in the field of motor vehicles.
Systems for varying compression ratio as a function of operating conditions of the engine are known. These systems for varying compression ratio comprise a set of eccentric parts which are mounted on the crankshaft crankpins such that each of them cooperate with an end of a connecting rod.
A control device makes it possible to adjust the position of the eccentric parts. For this purpose, the control device comprises an actuating shaft and a cascade of pinions constituted by an actuating pinion which is attached to the actuating shaft, and intermediate pinions of which a portion meshes with the actuating pinion, on the one hand, and another portion with a gear which is attached to the eccentric part, on the other hand.
At a fixed ratio or fixed actuating shaft with respect to the crankcase, each eccentric part rotates at half speed of the crankshaft. For this purpose, a meshing triplet is used between actuating pinions, intermediate pinions, and eccentric parts. The number of teeth of the actuating pinion being half as small as that of the eccentric parts, which allows a rotation of the first eccentric part located on the side of the half-speed actuation of that of the crankshaft at fixed ratio. The assembly of the pinions and transfer shafts at the level of the crankshaft journals allows, step by step, to transmit the kinematics of the first eccentric part located on the actuating side to the other eccentric parts.
According to a first configuration described in document WO2013110700, the gear triplet of the actuating pinion, the intermediate pinion, and the eccentric part extend in different planes. This requires digging locally the arm of the crankshaft to integrate the intermediate pinion. Such a configuration has the disadvantage of mechanically weaken the crankshaft.
A second known configuration is distinguished by the fact that the gear triplet of the actuating pinion, the intermediate pinion, and the eccentric part extend in the same plane. A compromise between functional, crankshaft strength, crank radius, and teeth strengths may allow that the sum of the head radius of the teeth of the actuating pinion and of the eccentric part is smaller than the crank radius of the crankshaft. This can improve the crankshaft strength, as there is no need to dig the crankshaft arm for integration of the assembly. The strength of the teeth is, however, reduced with respect to the above-mentioned first configuration.
A heat engine, particularly of a motor vehicle, includes a system for varying a compression ratio of the engine, the system for varying the compression ratio comprising:
a crankshaft comprising, at least a crankpin and at least an arm,
at least an eccentric part rotatably mounted on the crankpin, the eccentric part having an external face of eccentric shape intended for cooperating with an end of a connecting rod, as well as at least a gear, and
a control device for controlling the angular position of the eccentric part,
wherein that the control device includes:
an actuating shaft provided with an actuating pinion, and
at least an intermediate shaft passing axially through a journal and the arm of the crankshaft by a corresponding bore, the intermediate shaft being provided with a first intermediate pinion which meshes with the actuating pinion and with a second intermediate pinion which meshes with an eccentric part.
This aspect of the invention thus makes it possible to facilitate the integration of the system for varying compression ratio by creating a through-hole in the crank arm and no radial recesses that are difficult to machine, as was the case in the first configuration. This aspect of the invention also improves the rigidity of the assembly. In addition, the stresses applied to the teeth are less than in the second configuration, which maximizes torque that is transmitted by the control system.
According to one embodiment, the heat engine includes two intermediate shafts which are each provided with a first intermediate pinion which meshes with the actuating pinion and a second intermediate pinion which meshes with an eccentric part. This makes it possible to distribute the torque transmitted by the intermediate shafts.
According to one embodiment, the actuating shaft is coaxial with the crankshaft, wherein the two intermediate shafts are positioned on either side of the actuating shaft.
According to one embodiment, at least a bearing is interposed radially between an intermediate shaft and a face of the corresponding bore.
According to one embodiment, the heat engine comprises a crankcase in which are inserted at least partially the intermediate shaft(s).
According to one embodiment, the crankcase comprises at least a chamber forming a bearing for rotatably mounting an end of a corresponding intermediate shaft.
According to one embodiment, the crankcase incorporates a pinion at the outer periphery.
According to one embodiment, a pulley is fixed on an axial end face of the crankcase.
According to one embodiment, each first intermediate pinion is integrated with a corresponding intermediate shaft.
According to one embodiment, a speed ratio between the rotational speed of the eccentric part divided by the rotational speed of the actuating pinion is equal to 0.5.
Aspects of the invention will be better understood on reading the following description and on examining the accompanying figures. These figures are only given for illustrative reasons, but they are not limiting the invention.
Identical, similar or analogous elements have the same reference from one figure to another.
More specifically, the crankshaft 12 including axis X is intended to be rotatably mounted on a motor crankcase through bearings. The crankshaft 12 comprises a plurality of crankpins 13 and journals 14 which cooperate with the crankcase bearings. The crankpins 13 and the journals 14 are separated by arms 17 extending substantially perpendicular to the axis X. The crankshaft 12 further has a front end intended to be attached in rotatable direction with a pulley 18. A flywheel (not shown) is attached in rotatable direction to the rear end of the crankshaft 12.
Eccentric parts 21 are rotatably mounted on the crankpins 13 via a through-hole 22 made in each eccentric part 21. Each eccentric part 21 has an outer face 25 of eccentric shape with respect to the axis of the hole 22 and thus the corresponding crankpin 13. The outer face 25 is intended to cooperate with a big end of a connecting rod (not shown), which has its small end rotationally connected to a piston of the engine. Each eccentric part 21 also comprises two gears 28 positioned on either side of the outer face 25.
The eccentric parts 21 may be monobloc parts. In this case, the crankshaft 12 is subdivided into several parts to allow installing of the assembly. Alternatively, the crankshaft 12 is a monobloc, while the eccentric parts 21 are formed of two half-shells which are mounted around each crankpin 13.
A control device 31 makes it possible to adjust the angular position of the eccentric parts 21, as shown in
For this purpose, the control device 31 comprises an actuating shaft 32 provided with an actuating pinion 33, the other end being provided with a pinion 33′ intended to cooperate with an actuating device regulating the angular position of the eccentric parts 21.
In addition, two intermediate shafts 40 pass axially right through a journal 14 and an arm 17 of the crankshaft 12 by a corresponding bore 43. Each intermediate shaft 40 is provided with a first intermediate pinion 41 meshing with the actuating pinion 33 and a second intermediate pinion 41′ meshing with an eccentric part 21. The actuating pinion 33 and the eccentric part 21 are positioned on either side of the arm 17 of the crankshaft 12.
The actuating shaft 32 is advantageously coaxial with the crankshaft 12, while the two intermediate shafts 40 are positioned on either side of the actuating shaft 32.
To ensure rotational guidance of the intermediate shafts 40 inside the journal 14, a bearing 44, for example of the needle type, is interposed radially between each intermediate shaft 40 and a face of the corresponding bore 43.
In an exemplary embodiment, the first pinions 41 are integrated at one end of a corresponding intermediate shaft 40. The pinions 41 may be obtained by machining or forging the intermediate shaft 40. The second pinions 41′ can be fitted on the side of the opposite end of the corresponding shaft 40.
Furthermore, the control system 31 comprises a canister 47, shown in
The canister 47 may incorporate a pinion 50 at the outer periphery. This pinion 50 may for example be used by the oil circuit. It will be possible to provide teeth 52 for the transmission train that is visible in
The pulley 18 is fixed on an axial end face of the canister 47. The pulley 18 may for example be fixed to the canister 47 by means of a set of screws 54 passing through a transverse wall of the pulley 18 to cooperate with threaded openings made in the canister 47, as shown in
According to an alternative embodiment illustrated in
A speed ratio between the rotational speed of the eccentric part 21 divided by the rotational speed of the actuating pinion 33 is equal to 0.5. As shown in
In operation and when the actuating shaft 32 is fixed in rotational direction with respect to the frame, the system 11 has a fixed compression ratio configuration. In transient rate, the angular position of the eccentric part 21 located on the side of the pulley 18 is controlled by the angular position of the actuating shaft 32 in order to turn to a new compression ratio point. For this purpose, the shaft 32 may be actuated for example by means of the actuating device, such as a wheel and worm gear or any other means for moving the adapted shaft.
In addition, as illustrated in
The invention thus facilitates the integration of the system 11 of variation of the compression ratio by the embodiment of through-hole 43 in the crank arm 12 and no radial recesses which are difficult to machine, as was the case in the first configuration. The invention also improves the rigidity of the assembly. In addition, the stresses applied to the teeth are less than in the second configuration, which makes it possible to maximize the torque transmitted by the control system 31.
Number | Date | Country | Kind |
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1655307 | Jun 2016 | FR | national |
The present application is a national stage of International Patent Application Serial No. PCT/EP2017/063494, filed Jun. 2, 2017, and published in French.
Filing Document | Filing Date | Country | Kind |
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PCT/EP2017/063494 | 6/2/2017 | WO | 00 |